Method of making brake-beam fulcrums



Jan. 5 1926.

s. A. CRONE METHOD OF MAKING BRAKE BEAM FULCRUMS Filed Mar h 3 1923 2 Sheets-Sheet 1 INVENTOR M a 6w.

ATTORNEY Jan. 5 1926. 1,568,322

S. A. cRoNE ua'mon or MAKING BRAKE BEAM FULCRUMS Filed March 31, 1925 2 Sheets-Sheet 2 ATroRN' EY beams for railway cars and an adequate seat for the p'rcl iininary treatment,

Patented Jan. 5, 1926.

UNITED STATES PATENT creme.

sn'rn A. c'R'o'Nn, or EAsir muses, new massi ssumes Yonx, N. Y., A ooarom'mzon BEAM COMPANY, or new To atrium nRAKE OF NEW YGRTK.

Application filed Maren 31, 1923. serial 1%. man.

To all whom it may concern:

Be it known that I, SETH A. CnoNn, a citizen of the United States, and a resident of East Orange, in the county of Essek and State of New Jersey, have invented certain new and useful IIIIPI'OVGIDQDtS in Methods of Making Brake-Beam Fulcrums, of which the following is a specification.

The invention relates to trussed brakepertains more particularly to the? fulcrum member of such beams My invention resides in a novei, cilicient and. easily practised method of forming the fulcrum from a single bar of forged metal and particuliirlyof forming at the bend or .i'old thereof, a seat of novel character for the truss rod, said seat being formed by a special disposition of the metal of the bar at diagonally opposite portions thereof, wl'iereby a safe and eiiicient seat for the truss rod is produced from a middle portion or". a bar or blank which is of uniform thickness throughout. My invention also resides in the fulcrum produced in accordance with my new method of manufacture.

In carrying out my invention, f irred form, the rolled bar from which the blanks for the fulcruins are out, is formed, in the rolling thereof and at predetermined points, with laterally extended curved diagonally opposite projecting portions,- which in the blank for a fulcrum appear adjacent to the transverse middle portion thereof, and these portions of the blank, which is of uniform thickness throughout, are utilized in my method of manufacture in producing truss rod. A portion oi my invention is applicable to fillcrum bar blanks of uniform edge outline and of uniform thickness throughout; my method of procedure being such that the bars as rolled may be transformed, without into efficient fulcrumst O'rie object of my invention is to provide a'method whereby forged bars as rolled and of uniform thickness throughout, may be utilized in the manufacture of fiilcrums,=gthese fu lcrnms possessing great resisting power and being produced by a me hm which to minimum extent one in its predistui'bs the natural constitution of the metal in the bar.

The invention will be fully understood from the detailed description hereinafter presented, reference being had to the accompanying drawings, in which: I

Fig. 1 is a plan view of the bar or blank from which the fulcrum of my invention prodi'iced Fig. 2 an edge view of the same;

Fig. 3 is a plan view illustrating the first step of the operation of transforming the blank shown in Fig. 1 into the fulcrum shown in Fig. 14, this step residing in oppositely offsetting the end portions of the bar or blank without otherwise affecting said bar or blank;

Fig. l is a corresponding plan view illustrating the next following step in the operation of producing the fulcrum from the blank, and this step resides in forming the four' perforations shown, in the blank;

Fig. 5 is a further plan view showing the next following step in the operation of transforming the blank into a fulcrum, this step residing in oppositely angularly twisting or setting the end portions of the blank. and Hanging the outer edges of the same and also in depressing diagonally opposite V-portions of the blank at the middle thereof;

Fig; 6 is a further plan view illustrating the next following step in the treatment of the blank, this step residing in enlarging the two middle apertures extending through the bar and forming bosses around the outer side edges" of the same, said enlarged apertures in the final fulcrum being adapted to receive the brake-lever pin;

F 7 is an edge view of the same, taken from the lower edge of Fig. 6;

Fig. 8 isa transverse section through the bar after same has been folded and before the seat or saddle for the truss rod has been-completed, the fold of the bar then being in the condition shown in- Fig: 9; Fig.

,8 also shows the base forming die for the saddle or seat in top planview;

. F ig; 9 is a vertical sectionthrough the fulcrum bar after the same has been folded at its middle"- portion and shows; in'seotion,

the tools for treating the same, this figure illustrating the final step in the operation of forming the fulcrum and consisting in further depressing the outer edges of the bar at the diagonally opposite depressions shown in Figs. 5, 6 and 7 to form the finished seat for the truss-rod, such seat being illustrated in Figs. 12, 13 and 14; in Fig. 9 the upper die is shown as engaging the diagonally opposite parts of the bar at the fold thereof preparatory to depressing the bar at said parts to form a seat or saddle of requisite depth for the truss-rod;

Fig. 10 is a plan view of a portion of the bar from which the blanks shown in Fig. 1 are cut to the length required for fulcrums;

Fig. 11 is an edge view of the same;

Fig. 12 is a face view of a portion of the side of the fulcrum;

Fig. 13 is an edge view of the same, and

Fig. 14; is a side view, partly broken away, showing the fulcrum in operative position in a brake beam, the compression member and truss-rod or tension member being shown in vertical transverse section.

In the drawings (Fig. 1), 20 designates the blank from whica the completed fulcrum 21, shown on a larger scale in Fig. 14, is formed.

The blank 20 is cut off from the long rolled bar 22 of forged metal (Figs. 10 and 11) of uniform thickness throughout and formed at predetermined intervals along its length with lateral, curved, diagonally opposite projecting edge extensions 23, 2%, which in the blank 20 appear at and adjacent to the transverse center line thereof, the major portion of the extension 23 being at the right hand side (looking at Figs. 1, 3 and 4:) of said center line and the major portion of the extension 2% being at the left hand side of said center line. Figs. 1 to 7 inclusive show that side of the blank or bar which finally becomes the inner side of the fulcrum.

The first step in the treatment of the blank 20 consists in laterally offsetting its end portions in opposite directions to form the flat straight end members 25, 26 which join the body of the blank on curved flat sections defined between the curved edge lines 27, 28, at one end of the blank and by the curved edge lines 29, 30 at the other end of the blank.

The second step in the transformation of. the blank from the condition thereof shown in Fig. 3, is to form therein the four holes 31, 32, 33 and 34 therein, as shown in Fig. 1.

The next succeeding step in the transformation of the blank is shown in Fig. 5 and is performed by a single operation of the press. One feature of this step of the method is the angular twisting in opposite directions of the end sections 25, 26 of the blank and the formation of the right angular flanges 35 out of the outer end portions of said sections 25, 26, the twisting or angular setting of said end sections 25, 26 being at the curved sections of the blank denoted by the lines 27, 2S and 29, 30, whereby the end port-ions of the blank or bar become adapted to the compression member 36, as shown in Fig. 1 1, and the sides of the bar are given their angular set of about forty degrees to the vertical, to receive between them the brake lever. In carrying out this third step of my method I also form at the diagonally opposite portions 2 L of the blank the downward depressions 37, 38, this step being preliminary to the formation of the final seat or saddle 39 at the outer end of the fulcrum for the truss-rod or tension member l0 (Fig. let).

The next or fourth step in the method of manufacture resides in the enlargement of the holes 32, 83 by depressing around their edges a portion of the metal of the bar, whereb} said holes 32, become of proper size to receive a brake lever pin and have formed about their outer ends the bosses 4-1, shown in Figs. 7 and 14.

After the bar has been given its condition shown in Figs. 6 and 7, the bar is TiOlQ er at its middle portion into approximately U-torni on a transverse line at right angles to the length of the bar, this resulting in the depressions 3T, 38 being offset from each other and located at diagonally opposite portions of the front end of the bar, as shown in Fig. 8.

The next and final step in the method of manufacture is to convert the depressions 3'7, 38 and the metal of the bar immediately adjacent thereto into an adequate seat 39 for the trussrod -10 and in carrying out this step of the process I place the fold or lJ-end of the bar crosswise anl diagonally on a former 42 having a convex upper surface extending on a straight line between the depressions I37, 38, as shown in Fig. 8, and then subject the middle portion of the bar while on said former l2 to the action of a descending die 43 which has a curved matrix +14: and dmvnwardly projecting diagonally opposite horns t5, 16 adapted to engage the end of the bar at and about the depressions 3'7, 538, said horns 45, 46 on the descent of the die 13 enlarging said depressions 37, 38 and driving the metal thereabout down-- wardly upon the former 42, whereby the seat 39 is formed in the bar at the fold thereof and diagonally to the line of said fold, said seat being horizontal and adapted to adequately receive the truss-rod 40, while the sides of the fulcrum stand at an angle of forty degrees to the vertical, as shown in Fig. i i. The form of the lower surface of the plunger die is exactly the form of the inner surface of the fold-end of the fulcrum shown in Fig. 13. The subjecting of the fold of the bar to the action of the former and die 43 completes the fulcrum, which may then be applied to the compression member 36 and receive the truss-rod 40, said member 3 and truss-rod. 40 being of known types. The sides of the fulcrum adjacent to the compression member 36 may be fastened together and against the compression member by means of a bolt or. rivet -17 extending through the holes 31, in the bar, and the fulcrum may be further secured to the compression member by meansof a swinging lock 48, the details of which are described in my pending application for Letters Patent, Serial No. 578,595, filed July 231.. 1922.

.[n :urcordaucc with my invention I start with a hat forged metal bar of uniform thickness throughout, and this bar by a series of easily accomplished benling ope tions is transformed from its flat CORCllmOD shown in. Fig. 1 to the condition in which the bar is shown in Fig. 7,-the bur du all these remaini extended, which the U-ing; of the bar is perfo and the seat 39 inaugurated at the depressions 3T, 38, is completed on the former (Fig. 9). The process of manufacture hereinbefore described is'capable of ready accomplishmenton a. bar of uniform thickness throughout, and this is a feature of great advantage in that thereby the fulcrum may not only be readily manufactured, but in such manner that the constitution of the metal itself is disturbed only to the minimum extent, and that the fulcrums finally produced are not only readyfor application to operative position, but possess a maximum of strain resisting power.

It is to be noted that I start my method of manufacture with a bar of uniform thickness tluroughout and that I preserve this condition in the fulcrum itself in all the essential parts thereof required to resist importint strains. As I indicate by dotted lines in Fig. 13, the saddle at its middle portion against which the greatest strains are exerted is of the same thickness as the origiual bar and as the sides of the fulcrum. The sides of the fulcrun'i are of the original thickness of the l ar from which the fulcrum :lormed. The out hinning of the bar is at the horns of the saud e or seat 39 where the members l5 -16 of the plunger die i3 engage the depressions 37, of the bar and further depress the bar at these locations so as to obtain a sa dic of substantial depth.

The addition of the laterally offset edge porlions 2 to the permits me to secure an extra deep saddle 39 witl'iout weakening the fulcrum or lessening its power to resist strains. If the diagonally offset portions 23, 2% were omitted, I would still secure an adequate seat for certain truss-rods, with the bottom of the seat or saddle having the original thickness of the metal of the bar, and this result is one the purposes I seek to accomplish, sin-e the strain of the trussis horizontally against its seat and long'i tudinelly through the sides of the fulcrum.

hat I claim as my invention and desire to secure by Lettersdtatent, is:

1. The method hereinbefore described of forming a brake-beam fulcrum which consists in providing bar of requisite ieugth and uniform thickness throughout and having at its middle portion diagonally disposed lateral edge extensions of the thickness of the bar, laterally offsetting in opposite directions corresponding end portions of thebar, angularly twisting said end portions in opposite directions to set them at the proper angle for final engagement with the compression member of the beam, dc messing V-portions of said lateral extensions at diagonally opposite edges and at opposite sides of a center line across the bar, L -ing the bar at said center line, and further depressing the metal at said V-portions to form a saddle or seat for the trussrod, said saddle or seat being horizontal and crossing the outer ends of the angularly sides of the fulcrum.

2. The method hereinbefore described of forminga brake-beam .iuicrum which con sists in providing a bar of requisite length and uniform thickness throughoutand having at its middle portion diagonally disposed lateral edge extensions of the thickness of the bar, laterally offsetting in opposite directions corresponding end portions of the bar, fianging the ends of said end portions and angularly twisting said end portions in opposite directions to set them at the proper angle for engagement with the compression member of the beam, dcpressing V-portions of said lateral extensions at diagonally opposite edges and at oppositesides of a center line across the bar, U-ing the bar at said center line, and further depressing the metal at said V-portions to form a saddle or seat for the truss rod, said saddle or seat being horizontally and crossing the outer ends of the angularly set sides of the fulcrum.

3. The method hereinbefore described of forming a brake-beam fulcrum which consists in providing a bar of requisite length and uniform thickness throughout, laterally offsetting in opposite directions correspond ing end portions of the bar, angularly ill) center line, and further depressing the metal at said V-portions to form a saddle or seat for the truss-rod, said saddle or seat being horizontal and crossing the outer ends of the angularly set sides of the fulerum. W

i. The method hereinbefore described of forming a brake-beam fulcrum which con- .sists in providing a bar of requisite length and uniform thickness throughout, laterally offsetting in opposite directions corresponding end portions of the bar, fianging the ends of said end portions and angularly twisting said end portions in opposite directions to set them at the proper angle for final engagement with the compression member of the beam, depressing V -portions of the edges of the bar at diagonally opposite points and at opposite sides of a center line across the bar, U-ing the bar at said center line, and further depressing the metal at said V-portions to form a saddle or seat for the truss-rod, said saddle or seat being horizontal and crossing the outer ends of the angularly set sides of the fulcrum.

5. The method of forming a brake-beam fulcrum, consisting in providing a forged metal bar of requisite length and uniform thickness throughout, depressing V-portions of the edges of the bar at diagonally opposite points and at opposite sides of a center line across the bar, U-ing the bar at said center line, and further depressing the metal at said V-portions to form a saddle or seat for the truss rod of the beam,

said saddle or seat being horizontal and crossing the outer ends of the angularly set sides of the fulcrum.

6. The method of forming a brake-beam fulcrum, consisting in providing a forged metal bar of requisite length having at its middle portion diagonally disposed lateral edge extensions and being of uniform thickness throughout, depressing V-portions of said lateral extensions at diagonally opposite edges and at opposite sides of a center line across the bar, U-ing the bar at said center line, and further depressing the metal at said V-portions to form a saddle or seat for the truss rod of the beam, said saddle or seat being horizontal and crossing the outer ends of the angularly set sides of the fulcrum.

7. The method of forming a brake-beam fulcrum, consisting in providing a forged metal bar of requisite length having at its middle portion diagonally disposed lateral convex edge extensions and being of uni form thickness throughout, U-ing the bar at its transverse center line which is between the apexes of said extensions, and forming a saddle or seat for a truss rod out of said extensions and leaving the base of said saddle of substantially the original thickness of the bar, said saddle or seat being horizontal and crossing the outer ends of the angularly set sides of the fulcrum.

Signed at New York city, in the county of New York and State of New York, this 30th day of March, A. D. 1923.

SETH A. CRONE. 

